Power reclaimer



IN VENTOR ROBERTS A TTORNEY A. o. ROBERTS POWER RECLAIIIER 4Sheets-Sheet 2 Uri /5 FIG 2 Filed Dec. 13, 1945 Zw Q ALBERT 0.

A. o. ROBERTS Pom RECLAIIER 4 Sheets-Shut 3 Filed D66 13, 1945 iNVENTORALBERT O. ROBERTS 2. ATTORNEY Patented Oct. 17, 1950 UNITED suresPATENT; OFFICE Applicatil lf he zex iglint $4,856

This invention relates to power reclaimers for motor propelled vehicles,and has particular reierence to a means associated with the drive systemof the vehicle and operable for absorbing a part of the kinetic energyof a decelerating vehicle, storing such energy, and subsequentlyreleasing such stored energy to the drive system of a vehicle foraccelerating the same. It is particularly applicable to any relativelyheavy moving mechanism whose cycle of operation includes itsdeceleration and acceleration at frequently occurring intervals.

In the operation of motor vehicles, power is lost as heat energy whenthe brakes are applied for decelerating or stopping the vehicle. Thisinvention contemplates the provision of a means which is associated withthe drive system of a vehicle and operable for automatically storingkinetic energy of the vehicle which may be absorbed therefrom duringdeceleration of the vehicle. It further contemplates a control which iscoordinated with the normal operation or the vehicle so that energy isautomatically absorbed from the vehicle during the deceleration thereof,and automatically returned tothe drive system of the vehicle when it isdesired to accelerate it. w w

When used in connection with a motor vehicle, as for example anautomobile or bus, it will provide many desirable advantages, amongwhich are the following: i

The power reclaimer embodying the invention is constructed and arrangedto provide a moderate amount of braking for the vehicle the instant theaccelerator or throttle is released. and under some deceleratingconditions it wilibe unthe usual vehicle brakes.

The power reclaimer is constructed and arranged to supply energy to thedrive system of the vehicle so that when the vehicle is beingaccelerated the power reclaimer will help to accelerate the vehiclefaster than it would be possible to do with the engine alone. This wouldbe particularly useful and noticeable in connection with buses andtrucks where the power of the engine is relatively low with respect tothe mass of the vehicle. Passenger cars equipped with this device couldbe made to give the same performance with a smaller and more economicalengine.

The power reclaimer also is constructed and arranged so that it may beemployed to start the engine if the same should stop.

The use of a power reclaimer also would make necessary for the operatorof the vehicle to apply 2 carburetor so that the motor of theenginecould come to a stop when the vehicle is stopped, the powerreclaimer functioning to start the engine upon opening of the throttle.

In connection with cars equipped with fluid couplings, the creep"usually present inthese cars could be eliminated by the use of the powerreclaimer.

The use of this device would also function to improve gasoline economyof the engine, as the power usually lost during braking or deceleratingcan be stored and returned to the drive system to aid in propelling thevehicle.

This device would also make it unnecessary to use a low speed gear foraccelerating purposes without sacrificing any accelerating performance,while at the same time simplifying the work of the operator inaccelerating the vehicle and reducing the wear and tear of the engineand drive system that accompanies high speed engine operation in lowgear for accelerating purposes.

Principal objects of the invention, therefore, are to provide:

A mechanism whereby a part of the kinetic energy of a deceleratingvehicle may be stored up and used later to accelerate the vehicle; a

A means of storing up powergenerated by the engine while the vehicle isat rest and for delivering the accumulated and stored power to the drivesystem of the vehicle to assist the engine in starting the vehicle;

A motor vehicle having a throttle control mechanism whereby a part ofthe kinetic energy of a decelerating vehicle may be stored upon closingof the throttle during deceleration of the vehicle and subsequently usedupon opening of the throttle to aidin accelerating the vehicle;

A motor vehicle having an energy absorbing and storing means which isconstructed and arranged so as to provide the motor vehicle with one ormore of the advantages hereinbefore set forth.

Other and further objects of the invention will be apparent from thefollowing description and claims and will be understood by reference tothe accompanying drawings, of which there are three sheets, which, byway of illustration. show a preferred embodiment and the principlesthereof and what I now consider to be the best mode in which I havecontemplated applying those principles. Other embodiments of theinvention embodying the same or equivalent principles may be used andstructural changes may be made as desired by those skilled in the artwithout de- P ssible the elimination oi the idle Setting of the partingfrom the present invention and the purview of the appended claims. Ialso contemplate that of the several different features of my invention,certain ones thereof may be advantageously employed in some applicationsseparate and apart from the remainder of the features.

In the drawings Fig. 1 is a longitudinal, sectional view of a part of adevice embodying the invention and taken generally along the line |I ofFig. 2;

Fig. 2 is a cross sectional view taken generally along the line 22 ofFig. 1, looking in the direction of the arrows, together with asectional view of the control valve of the device;

Figs. 3, 4, 5 and 6 are sectional views of the control valve along thelines 3-3, l-4, 5-5 and 3-4 respectively of Fig. 2;

Fig. 7 is a fragmentary sectional view of the flywheel braking meanstaken generally along the line 1-1 of Fig. 1;

Fig. 8 is a sectional view illustrating the planetary gear train takengenerally along the line 8-3 of Fig. l; and

Fig. 9 is a diagrammatic view of a motor vehicle chassis having a drivesystem embodying the present invention.

Fig. 10 is a schematic diagram illustrating the power reclaimer geartrain and the drive system.

Fig. 11 is a schematic diagram of the hydraulic system for automaticallycontrolling the operation of the power reclaimer.

In the embodiment of the invention selected for purposes ofillustration, a power reclaimer is shown as forming part of an enginedriven automotive vehicle, but it is contemplated that the powerreclaimer may be applied to any type or kind of motor propelled vehicle,or other mechanism whose mass is subjected to deceleration andacceleration at recurrent intervals.

As shown in Fig. 9, a motor propelled vehicle embodying a drive systemof the invention comprises a motor 200 and drive system including atransmission 202 for transmitting power from the motor of the vehicle tothe propelling means thereof which, in the present instance, comprisesthe road wheels 204. The motor 200 may be of the internal combustiontype and includes a conventional throttle or accelerator 206 whichfunctions to control the fuel upply to the engine and thereby the speedthereof.

The throttle 206 normally is in what might be termed its closedposition, and in which position of the throttle the engine will idle. Asthe throttle 206 is opened, the fuel supply to the engine will beincreased and consequently the speed of the engine will be increased,depending upon the load to which it is subjected.

The term idling as used herein with reference to the condition of theengine is meant to include the condition of the engine either at rest orat low idling speeds, because, as previously explained, with the use ofthe invention it is possible that the engine might be allowed to come torest when the accelerator or throttle is closed. This would be true ifthe engine were of a different type, such as a steam engine or electricmotor.

The power reclaimer 208, according to the construction herein disclosed,is arranged between the engine 200 and the transmission 202. Thetransmission, incidentally, may be of any suitable type and includemanually operable or controlled means by which the transmission may besetso that the engine will drive the vehicle forwardly or reversely,although in applications l 4 where only directional driving is requiredthe reverse arrang ment might be omitted.

The power shaft 2 of the motor 200 projects into the casing or housingfor the power reclaimer 203 and is provided with splines III. The hub ofa planet carrier 3 is internally splined and secured. by means of thesplined portion III of the shaft 2 to the shaft so as to rotatetherewith.

A fluid coupling driving member ll is fixedly secured to the hub of theplanet carrier 9. A fluid coupling cover II at its outer periphery isbolted by means of a series of bolts I! to the outer periphery of thefluid coupling driving member IS. The fluid coupling driven member 2| isflxedly mounted on a hub 23 which is internally splined as indicated at24. The hub 23 is adapted to be splined to a spline shaft of atransmission or drive system so that power from the engineer may betransmitted from the shaft 2 through the fluid coupling to the drivesystem and the propelling means of the vehicle.

The driven member 2| is provided with radially to transmit power to thedriving member l5.

Fluid under pressure is supplied to the fluid coupling through thesupply line I0 thereby insuring an adequate supply of fluid to thecoupling at all times.

A seal ring retainer is which is carried by the cover I! of the fluidcoupling cooperates with the periphery of the fluid coupling cover llaround the hole therein to define a groove for a seal ring 20 which isof a construction like a. piston ring so as to form a seal between thefluid coupling cover I! and the outside of the hub 23 which will rotatea certain amount relative to each other due to slippage between thedriving and driven parts of the fluid coupling.

A flywheel l is carried by a hub 5 which is freely rotatably joumaled inbearings 3 and 4, the bearing 3 being carried directly by the shaft 2,while the bearing 4 is arranged in a seat in the' hub of the planetcarrier 9. The mass of the flywheel is considerable. The flywheel isaccelerated as hereinafter disclosed for the purpose of absorbing andstoring energy from the drive system of the vehicle during thedeceleration thereof. One end of the flywheel hub 5 is formed to providea spur gear 8 which comprises the sun gear of a planetary gear trainwhich includes the planet gears and the ring gear II.

The planet gears 1 are rotatably joumaled on spindles projecting axiallyfrom the planet carrier 9. The teeth of the planet gears I mesh with theteeth of the ring gear H and the sun gear 6. The ring gear II has abrake drum i2 fixedly secured thereto. The gear II and drum l2 arerotatably Journaled on the flywheel hub 5 by means of the ball bearingsl3 and it.

The power shaft 2 of the engine has the usual flange 21 to which theengine flywheel 26 is bolted, such flywheel being provided with teeth 28for engagement :by the teeth of the engine starter.

A pump comprising gears 23 and 3| is provided. the gear 28 beingsplinedat 30 on the splines of the hub which supports the ring gear Hand brake drum l2, while the gear 3| is rotatably mounted on a shaftwhich is mounted on the plate 34, the plate 34 forming one end wall ofthe pump. The pump additionally includes opposite wall 33 and housing 32which is clamped between the end walls 33 and 34 of the pump. The teethof the gear 3| mesh with the teeth of the gear 29 so that the two gearswill be driven at the same time but in opposite directions and by thecommon hub of the brake drum I2 and ring gear II.

The plate 34 is bolted. as shown in Fig. 2, to an inwardly projectingweb of the stationary flywheel housing 35. The front face of the housing35 is bolted to the rear face of the engine at 35. The coupling housing31 is bolted to the flywheel housing 35 at 88. The flywheel and couplinghousings define the casing f the power reclaimer. It will thus be seenthat the flywheel I is connected to the sun gear 8 of the planetary geartrain so as to rotate therewith; that the :brake drum IZis connected tothe ring gear II so as to rotate therewith; and that the driving memberI5 of the fluid coupling is connected to the planet carrier 9 So as torotate therewith.

Braking means are provided for the drum I2 and the flywheel I so thatthe rotation of each of them may be controlled or prevented. Brakingmeans for the drum I2 compriselike brake bands 39 and 49 which arefitted intol the housing 31 and are arranged to apply a braking force onthe drum I2 when actuated by the brake cylinders 4i, 42, 49 and 44 Eachof the brake bands is normally maintained open or released by means of aspring 48, such as that illustrated The hydraulic cylinders 93 arefixedly secured to the plate 33 or the web of the housing 35 to whichthe plate 34 is bolted. The pistons 9| are provided with reducedportions 92 which seat against the closed end of the cylinders 93 soasto determine the retracted positions of the pistons 9|. Oil underpressure issupplied to the cylinders 93 through the tubes 80 for movingthe pistons 9| so as to react on the free ends of the brake shoes 88 foractuating the same into engagement with the braking surface of theflywheel I. The shoes 68 may be mounted so that they areself-energizing.

in Fig. 2 in connection with the band 40. The

band 39 is split at a position 180' removed from the split in the band48 so as to balance the load to which the drum I2 and its bearingsaresub- J'ected when the bands 39 and 49 are energized to brake the,drum I 2.

The springs 48 are arranged between anchoring lugs 45 on the ends of thebrake bands. For stopping forward rotation of the brake drum I 2, thatis, the direction indicated by the arrow in Fig. 2, the" hydraulic brakecylinder 4| is employed to actuate the brake band 49, while the brakecylinder 42 is employed to actuate the brake band 39. For brakingbackward rotation of the drum I2, the cylinder 44 actuates the band 49while the cylinder 43 actuates the band 39.

Cylinders 4|. 4!. 43 and 44 may all be alike. When oil under pressurefrom the pump 29, 8| is admitted to space 41, the piston 48 acts throughthe piston rod 49 to exert a force on the band lug 50 so as to contractthe brake band 49 on the drum I2. Oil under pressure from the pump 29,3| is supplied to each of the brake cylinders under the control of a,control valve which is shown at the top of Fig. 2 and in section inFigs. 3, 4, 5 and 6. I

At this point it will sumce to say that when the vehicle is being drivenforwardl or reversely by the engine, the brake bands 39 and 40 are freeof the drum so that the drum II will rotate in the same direction as theshaft 2 but at a greater speed, due to the fact that the sun gear 6 isheld against rotation .by means of the braking mechanism associated withthe flywheel I.

As shown in Figs. land '7, brake shoes 88 are pivoted on anchor pins 89to the web of the flywheel housing 35. Springs 89 hold the shoes 88 andthe pistons 9| of the hydraulic cylinders 93 in their retractedposition. The shoes 68 are nested within the flywheel I and the liningcarried by the shoes 68, is cooperable with the drum surface provided onthe inner periphery of the flywheel I.

Fluid, such as oil, under pressure from the 9 pump 29, 3| is adapted tobe supplied to the hydraulic cylinders 93 for actuating the brakingmeans for the flywheel I During forward or rearward movement of thevehicle when driven by the engine thereof, the control valve isconstructed and arranged so that pressure from the pump 29, 3i issupplied to the braking means for the flywheel I for holding the sameagainst rotation. This will thus cause the planet gears 1 to drive thering gear II and the brake drum I2 faster than the shaft 2 and in thesame direction.

The control valve shown at the top of Fig. 2

and also in Figs. 3, 4,, 5 and 6, comprises a hollow cylindrical rotor85' which is adapted to be turned by a lever 94 which is fixed to ashaft projecting from the rotor 65. This lever to the accelerator pedalor throttle Zltby suitable linkage, as illustrated in Fig. 9. The: rotor85 has a close working at in the valve port sleeve 95, the end of whichis closed by plugs 98 and 91. The ports in the sleeve 95 and rotor 85are double, similar ports being arranged opposite each other for thepurpose of balancing the valve to insure efficient and easy operationthereof. The sleeve 95 is fitted and sealed within a. sta-- tionaryouter sleeve 98, the sleeve 98 containing annular grooves 99 which serveto connectthe two sets of ports in the sleeve 95 which are 180 apart. I

In Fig. 3, which is a section through the control valve on the line 9-3thereof, the valve sleeve or rotor is shown in wide open throttleposition. In. this position the ports 81 do not communicate with thehollow interior of the oil may flow freely from the oil supply pipe 88 Ithrough the ports 81, I81 in the interior of the valve through the oilreturn pipe I8 back to the reservoir 51 in the bottom of the casing.

The tube 88 is connected to the pump 29, 3| in such a manner that itwill be supplied with oil from the pump only when the pump is rotatingbackwardly. Thus, if the pump is rotatin backwardly and the throttle 288is open, the ports 81 and I81 will be out of alignment and pressure willbe built up in the tubes 84 and 88 and the hydraulic cylinders 43 and 44supplied thereby to apply the brake for the drum I2.

In Fig. 4, which is a section of the control valve taken along the line4-4 thereof, the valve is also shown in a wide open throttle position.The ports IS in the sleeve are always open to the interior of the valvemember 85 through the ports I15 therein when the throttle is open. If

the pump is rotating forwardly which would correspond with the rotationof the gear 29 in the direction of the arrow indicated in Fig. 2 and ifthe throttle is open,,oil from the pump will flow through the pressureregulating valve 13 and 94 is connected.

through the tube 14. ports 15 and I15. valve 65, and return tube 16 tothe reservoir 51. When the throttle is closed the lever 94 will positionthe valve member 65 so that the ports I15 therein are out of alignmentwith the ports 15 in the sleeve 85, thereby causing pressure to build upin the brake tubes 11 and 18 for actuating the hydraulic cylindersconnected thereto to apply the brakes to the drum I2.

Fig. is a section through the control valve taken along the line 5-5thereof. For all open positions of the throttle 206 the ports 66 in thesleeve 65 are in communication with the ports 61 therein by means of thecommunication provided by the reduced portion I00, of the valve rotor65. In this position oil from the pump flows through the tube 64 and theports 66 and 61 to the tube 60 and thence to the hydraulic cylinders 63to apply the flywheel brakes. Whenever the pump 29, 3| is running in aforward direction and the throttle 206 is open, there will be pressurein the lines 80 to apply the flywheel brake due to the back pressurecreated by the valve 13.

Fig. 6 is a section through the oil control valve taken on the line 6-6thereof. Ports 19 in the valve member 65 and port 61 in the sleeve 65will line up at closed throttle position so as to establishcommunication between the tubes 80 and 16, thereby relieving the fluidpressure in the brake cylinders 93 and allowing the return of oil to thereservoir through the line 16, thus releasing the flywheel brake. Theadjustment of the regulat-' ing valve 13 (Fig. 2) controls the pressurein the brake tubes 64 and 60 and fluid coupling feed tube 16.

The oil pump 29, 3I will pump fluid under pressure in either direction,depending upon the direction in which it is driven by the ring gear I I.The direction of rotation of the ring gear II depends upon the forcesapplied to the planetary gear train under the various operatingconditions. If the brake drum I2 and the pump gear 29 are turningforwardly, as indicated by the arrow in Fig. 2, the intake to the pumpis through the port 5|, drilled passage 52 in the plate 34, drilledpassage 53 in the web of the casing, pipe 54, past check valve 55 andthrough intake pipe 56 from the reservoir 51. The check valve 58 at theupper end of the passages 82 and 85 is closed at this time.

Fluid under pressure from the pump is discharged through the port 59into the passage 62 through which the oil flows upwardly into thepassage 63 and through the tube 64 to the port 66 of the oil controlvalve. A branch line from the passage 62 also leads to the pressureregulating valve 13. If the throttle is open the valve 65 is in theposition as shown and port 66 is in communication with port 51 and tube86 and oil under pressure will thereby be supplied to the flywheelbraking means 93, 68 for energizing'the same.

The oil from the duct 63 also flows past the check valve 69 and throughthe tube 16 to the fluid coupling I5 via the grooved ring 1i and thedrilled holes 12 in the hub 23. At the same time oil flows from the duct52 to the pressure regulating valve 13 and thence through tube 14 toports in the control valve. If the throttle is open, the ports 15 andI15 are aligned and oil will flow through the control valve member 65 tothe tube 16 and thence back to the reservoir 51. If the accelerator isreleased or closed, the ports 15, I15 will be out of alignment and thepressure will thence rise in the tubes 16 and in the tubes 11 and 16 andthereby subject the brake cylinders 4| and 42 to fluid under pressurefor the purpose of actuating the braking means for the drum I2. Alsowhen the throttle is closed, the ports 66 are closed and ports 61 areopen to the two ports 16, thereby relieving the pressure in the flywheelbrake line 66.

If the pump is rotating backwardly, the intake is through the port 66and drilled passage 8|, past the check valve 68 and the oil inlet fromthe reservoir therebelow. Both check valves 55 and 66 have pressurerelief valves 6| which may be adjusted to the desired brake pressure.With the pump rotating backwardly, port 5| is now the pump outlet andoil will flow upwardly through the passage 82 in the plate 34, drilledpassage 66 in the web of the casing 35 and through tube 86 to the port81 of the control valve. If the throttle ,is closed, the ports 81 andI81 are aligned and oil will flow freely to the inside of the valvemember 65 and thence through return tube 16 to the reservoir 51.

If the throttle is open, the ports 81 and I81 will be moved out ofalignment and the fluid in the brake tubes 84 and 86 will be subjectedto pressure so as to actuate the brake cylinders 43 and 44 for applyingthe brake to the drum I2. The brake tube 68 communicates with thedrilled passage 53. At the same time fluid under pressure is deliveredpast the check valve 58 and through the tube 10 to the fluid couplingI5, I1.

Assuming that the vehicle is in motion at fifty miles per hour, thebrake bands 36 and 40 will be released and the brake drum I2 and thepump gear 29 will be turning forward at a speed higher than the enginespeed. In the construction as illustrated, I contemplate that it wouldbe advisable to have the drum I2 and pump gear 26 rotate at a speedtwenty-flveper cent greater than that of the shaft when the flywheel Iis stationary. Under these conditions the pump will be discharging fluidunder pressure to the passage 62. Most of the oil being pumped willescape through the pressure regulating valve 13, line 14 and ports 15and I15 because these ports are aligned when the throttle is open. Alight pressure determined by the setting of the pressure regulatingvalve 13 is maintained in the tubes 64' and so that the flywheel brake68 is engaged and the flywheel I is not rotating.

If the driver desires to slow down or stop, the throttle will bereleased thereby permitting it to return to its closed position andthereby moving the control valve to its position corresponding withclosed throttle position. This closes the ports 66 and opens the ports61, releasing the pressure in the flywheel brake cylinders 93, therebyreleasing the flywheel brake. At the same time the ports I15 move out ofalignment with the ports 15. This causes pressure to build up in thebrake tubes 11 and 16 and to apply braking force to the braking meansfor the drum I2. The amount of this braking force is controlled by therelief valve 8I on the check valve 60.

The braking force applied to the drum I2 will react on the internal gearII. At this time the planet carrier 9 is being driven forward by thedecelerating vehicle from which it receives its driving force throughthefluid coupling I5 and at. This driving force of the planet carrier 9tends to drive both the internal gear I I and the flywheel I forward,but since the internal gear i I is retarded by the braking means for thedrum i2, the reaction of the gears of the planetary gear train willdrive the flywheel I forward at a speed materially reater than that ofthe carrier 9. The flywheel I is thus set in rapid forward rotation,thereby absorbing kinetic energy from the decelerating vehicle. Theflywheel I may be going as fast as 15,000 R. P. M. when the vehiclestops.

With the construction as disclosed, when the flywheel I reaches a speedof five times that of the planet carrier 9, the internal gear II is nolonger urged forward and the brake drum I2 will come to rest. Since thepump gears 29 and 3! will also come to rest with the gear II, the brakebands 39 and 40 will be automatically released when the drum I2 stopswhile the flywheel I is free to keep spinning. As the planet carrier 9continues to slow down with the decelerating vehicle, the reaction inthe planetary gear train will begin to drive the internal gear IIrearwardly. When the vehicle stops, the planet carrier 9 is revolving atengine idling speed and the brake drum I2 will be revolving backwardlyat a speed equal to one-fourth of the flywheel speed minus engine idlingspeed.

If the flywheel is running forward 15,000 R. P. M. and the idling speedof the engine is 500 R. P. M., the brake drum will be turning backwardly15,000 divided by 4. minus 500, which would give a speed of 3250 R. P.M. for the reverse speed of the drum I2. If the engine idle adjustmentis set so that the engine will stop when the vehicle stops, the drumwill be going backward at 3750 R. P. M.

With the drum I2 turning reversely, the pump 29, 3i will now be turningbackwardly and the outlet therefrom will be through the passages 02 andB5, and tube 96, and the ports 01 and It? will be aligned if thethrottleis closed.

When it is desired to start the vehicle, opening of the throttle willmove the ports Il'I and I9'I out of alignment, thereby causing pressureto build up in the brake tubes 89 and 99 so as to apply the brakingmeans for the drum I2. The application of the brakes to the drum I2 willcause the internal gear II to slow down. Planet gears I can then reacton the internal gear II so that the flywheel I which is spinning at ahigh rate of speed will drive the planet carrier 9 forward and therebyreturn to the drive system energy absorbed from the deceleratingvehicle.

This energy may be employed to start the engine if stopped, and willalso function to assist the engineto accelerate the vehicle. When theengine and the flywheel have accelerated the vehicle to a speed at whichthe flywheel can no longer help the engine, the pump 29, M willautomatically reverse, releasing the brake bands 39 and 99 and applyingthe flywheel brake 60.

To determine to what velocity the car starting from rest will beaccelerated by the flywheel:

Let

M=mass of the car V=velocity to which the car will be accelerated m=massof flywheel rim r=mean radius of flywheel rim v=velocity of flywheel atmean radius.

The kinetic energy E of the car will be MV /2. The kinetic energy of theflywheel rim is mo /2.

Neglecting friction, all of the energy of the flywheel will betransferred to the car so:

W=weight of the loaded car w=weight of flywheel rim.

for both:

Then

Since a the acceleration of gravity is the same W=5,000 lbs.

r=6 inches Flywheel speed=15,000 R. P. M.

v=21r6%" 15,000l=592,000"=49,300 ft./mln. v=9.35 miles/min.--560 milesper hour V= /5 6X560 /5,000= /3,512=59 miles per hour.

About 50% of the flywheel energy will be lost in the brake bands 39 and,so that the car will be accelerated to about 30 M. P. H. by the flywheelalone.

This will provide phenominal car performance even when starting in highgear. Except for pulling long grades steeper than 15%, it would seldombe necessary to use the transmission gears: If the flywheel speed isonly 6,000 R. P. M. due to the car having been brought to a stopgradually, there would still be enough energy in it to accelerate the.car to 12 M. P. H.

Neutral valve I I0 is for the purpose of starting the flywheel spinningby engine power while the car is at rest. With the transmission in gear,this valve is in the position shown in Fig. 2 and provides uninterruptedcommunication through tubes 64 and I4 to the control valve. However,when the transmission is shifted to neutral, rotor III which isconnected to the gear shift mechanism, is rotated enough to close both(it and It. With 64 closed the flywheel brake is inoperative; and withI9 closed, forward rotation of the pump causes the pressure to rise inll and I8 applying brake bands 39 and 40. Thus it is possible for thedriver to put the transmission in neutral and start the flywheel inrapid rotation by speeding up the engine. The power thus stored in thepower reclaimer is then available to assist the engine in starting thevehicle.

A further object of this invention is to provide a means of storing uppower from the engine while the vehicle is at rest and later using thisaccumulated power for assisting the engine in starting the vehicle.

To summarize briefly the operation of the power reclaimer, reference ismade to Figures 10 and 11. Figure 10 is a simplified schematic diagramwhich illustrates the relation of the power reclaimer to the drivesystem more clearly than the refined design shown in Figure 1. Shaft 2extends from the engine flywheel 26 directly through the center of thepower reclaimer assembly to the clutch or fluid coupling I5 of thevehicle. Planet carrier 9 is rigidly attached to shaft 2. This is theonly connection between the power reclaimer and the vehicle drivesystem.

As previously described in connection with Figure 1 (and now withreference to Figure 10) when the engine alone is driving the vehiclethrough shaft 2, coupling I5 and transmission 202, brake B0 is on andbrakes 39 and 40 are off. Therefore, flywheel I and sun gear 6 arestationary. Planet carrier 9 revolving with shaft 2 causes planet gearsI to roll around sun gear 9, driving ring gear I I, brake drum I2, andpump gear 29 in a forward direction.

When the throttle is closed, brake 68 releases and brakes 39 and 49retard the motion of brake drum I2 and ring gear II. Then planet carrier9 through gears I and 9 applies an accelerating force to flywheel I.Flywheel I begins to revolve rapidly in a forward direction gainingmementum and absorbing energy from the decelerating vehicle. When itreaches a certain speed in relation to the planet carrier 9, ring gear II comes to a stop. This stops pumps 29 and 3|, relieving the pumppressure and automatically releasing brakes 39 and 40. As the vehiclecontinues to slow down, ring gear II, brake drum I2, and pump gears 29and 3| begin to revolve backwards. When the vehicle stops, the flywheelI continues to spin forward and the brake drum I2 continues to revolvebackward. Now when the accelerator is depressed to start the vehicle,brakes 39 and 49 come on again and the energy in the flywheel istransmitted back to shaft 2. Brakes 39 and do stay on until theaccelerating vehicle and the decelerating flywheel reach a point intheir relative speeds causing another reversal of pump direction. Thenbrakes 39 and 40 release and brake 99 engages, completing the cycle.

Figure 11 is a schematic diagram of the automatic mechanism whichcontrols brakes 68, 39 and 40. Rotor 95 in valve 95 is connected bymeans of lever 94 to the accelerator pedal. It is shown in open throttleposition. When pump gear 29 is turning in a forward direction asindicalled, the intake is from reservoir 51 through passage 56, checkvalve 55 and passages 53, 82 and Oil is being pumped through passages 59and 82 to the pressure regulating valve I3. Oil

from the valve 13 is returning to reservoir 51 via tube 74, valve III],port '55, port I15, the drilled hole in rotor 65, and tube 16. Pressureis being supplied to brake 68 via tube 94, valve H9, port 59, port 61,tube 99 and piston 9| in cylinder 93. brake 68 is on, holding theflywheel stationary.

Upon closing the throttle, valve rotor 65 turns, closing ports I5 and 56and causing hole [19 to register with port 61, also causing hole I81 toregister with port 81. This releases brake 88 because port 61 is open todischarge through I9 and 16. Also the closing of causes pressure tobuild up in tubes I4, I1 and I8 applying brakes 39 and 40 by means ofcylinders 8| and 42. The amount of brake pressure on drum I2 is limitedby relief valve 8|. The retarding effect, of brakes 39 and II) causesthe vehicle to drive the flywheel l by means of planet carrier 9 andgears l, II, and 6.

As the vehicle slows down the flyweel speeds up until its speed becomesfive times the engine speed. Then the pump reverses, relieving thepressure in tube 59 and releasing brakes 39 and 49. Flywheel I continuesto spin forward when the vehicle is stopped, driving ring gear II andpump gear 29 backward. All brakes are now off because port 81 is openand oil is circulating through the pump under atmospheric pressure only.

When the accelerator is depressed for starting the vehicle, 91 closesand pressure builds up in tubes 96, 94 and 98 applying brakes 39 and 40by means of cylinders 43 and 44. The momentum of the flywheel thenreacting on gear II helps accelerate the vehicle and will continue to doso until the pump again reverses.

While I have illustrated and described a preferred embodiment of myinvention, it is understood that this is capable of modification and Itherefore do not wish to be limited to the precise Thus brakes 39 and 40are off and a 12 details set forth but desire to avail myself of suchchanges and alterations as fall within the purview of the followingclaims.

I claim:

1. In a power reclaimer for a motor propelled vehicle, a drive systemincluding a power shaft for transmitting power from the motor to thepropelling means of the vehicle, a controLfor regulating the operationof said motor, energy absorbing and storing means operably associatedwith said drive system and controlled by said regulating control andoperable for absorbing and storing kinetic energy from the drive systemduring coasting movement of said vehicle when said regulating control isin a retarded position, said means including a flywheel and a planetarygear train having planet gears connected to said power shaft and its sungear to said flywheel and operable for drivingly connecting saidflywheel to said drive system at the time coasting movement of saidvehicle commences so as to accelerate said flywheel and thereby absorband store kinetic energy from said vehicle, and means controlled by saidregulating control for releasing said stored energy from said flywheelto said drive system when said regulating control is arranged in anotherposition.

2. In a power driven device, a drive system including a power reclaimer,a power shaft, 9. motor connected to said drive system for applyingtorque thereto so as to drive said device, a control for regulating saidmotor, energy absorbing and storing means operably associated with saiddrive system and operable for absorbing and storing kinetic energy fromthe drive system upon deceleration thereof, said energy absorbing andstarting means comprising a flywheel, a sun gear of a planetary geartrain connected to said flywheel, a brake drum, a ring gear of saidplanetary gear train connected to said brake drum, planet gears of saidplanetary gear train connected to the said power shaft, first brakingmeans operable for holding the flywheel against rotation when the motoris propelling said device thereby to drive said drum, second brakingmeans for holding said brake drum against rotation thereby to acceleratesaid flywheel, and a control for said first braking means coordinatedwith the position of said motor control so that said flywheel brakingmeans is energized when said motor control is arranged so that the motoris propelling the device and so that said flywheel braking means isdeenergized when said motor control is arranged so that the motor is notpropelling the device.

3. In a power reclaimer for a motor propelled vehicle, a drive systemincluding a power shaft for transmitting power from the motor of thevehicle to the propelling means thereof, a throttle control forcontrolling the speed of said motor, energy absorbing and storing meansoperably associated with said drive system and operable for absorbingand storing kinetic energy from the drive system during deceleration ofthe vehicle, said means-comprising a flywheel, a sun gear of a planetarygear train connected to said flywheel, a brake drum, 9, ring gear ofsaid planetary gear train connected to said brake drum, planet gears ofsaid planetary gear train connected to the power shaft, a fluid pumpconnected to said drum so as to be driven therewith,

braking means actuated by fluid pressure from said pump and operable forholding the flywheel against rotation. braking means actuated by fluidpressure from said pump and operable for holding said brake drum againstrotation, a control valve associated with the discharge from said pumpand operable for controlling the application of fluid pressure to saidbraking means, said control valve being connected to said throttle so asto be positioned thereby, said control valve being constructed andarranged so as to supply fluid pressure from said pump to said flywheelbraking means when the throttle is open and the vehicle is beingpropelled by the motor thereof, said control valve being constructed andarranged so as to shut off the supply of fluid pressure from said pumpto said flywheel braking means when the throttle is closed andsimultaneously to supply fluid pressure to said drum braking means foractuating the same to stop the rotation of said drum and ring gearwhereby said planetary gear train will function to accelerate saidflywheel, the deceleration of said vehicle due to the closing of saidthrottle causing said ring gear and brake drum to turn in a reversedirection after said flywheel is accelerated, said control valve beingconstructed and arranged to supply fluid under pressure from said pumpto said drum braking means when said drum and ring gear are turningreversely and said throttle is opened so as to brake the reverserotation of said drum and ring gear and thereby cause a reaction in saidplanetary gear train which drives the power shaft forward thereby toutilize the energy stored in said flywheel for accelerating saidvehicle.

4. In a power reclaimer for a power driven device, power means fordriving asid device, energy storing means constructed and arranged toabsorb and store kinetic energy selectively from said power means orsaid device during the deceleration thereof while absorbingsubstantially no kinetic energy during any period of time when saidpower means is accelerating said device, and hydraulically actuatedcontrol means operable automatically for releasing to said driving meansthe energy stored in said energy storing means thereby to assist in thesubsequent acceleration of the said device.

5. A power reclaimer for a power driven device according to claim a andfurther characterized in that the said power means includes a powermeans control which is adapted to be advanced and retarded selectivelyfor regulating the operation of said power means and said hydraulicallyactuated control means is coordinated with the position of said powermeans control to release the energy stored in said energy storing meansupon advancing of the power means control after deceleration of saiddevice.

6. A power reclaimer for a power driven device according to claim 5 andfurther characterized in that the power means for driving said device isa motor connected with a drive system and having a throttle control forregulating its speed and further characterized in that saidhydraulically actuated control means is coordinated with the position ofsaid throttle control whereby upon opening the throttle control afterdeceleration of said device due to closing of said throttle control,said energy storing means is operated to deliver its stored energy tothe said drive system.

7. In a power reclaimer for a motor propelled device having a propellingmeansand a drive system operable for transmitting power from the motorof said device to said propelling means, energy storing meansconstructed and arranged to absorb and store kinetic energy from saiddevice during the deceleration thereof while absorbing substantially nokinetic energy during any period of time when said propelling means isaccelerating said device, and control means operable for releasing theenergy stored. in said energy storing means to saiddrive system foraccelerating said device.

8. In a power reclaimer for a motor propelled device having a motor anda drive system, means constructed and arranged to act on said drivesystem for decelerating said device and including energy storing meansconstructed and arranged to absorb and store kinetic energy from saiddevice selectively during the deceleration thereof, or from the motorwhen the device is at rest, and control means operable when the deviceis motor-driven for releasing to said drive system the energy stored insaid energy storing means, said control means being further operable torestrain said device from receiving kinetic energy during such periodsof time when the device is motor driven to an accelerating rate ofspeed.

9. In a power reclaimer as claimed in claim 8, and further characterizedin that a throttle control is provided to selectively control theoperation of the motor and the control means for releasing to the saiddrive system the energy stored in said energy storing means.

10. In a power reclaimer as claimed in claim 9, and furthercharacterized in that said control means includes hydraulically actuatedcontrols which are regulated by the operation of said throttle controlto permit said energy storing means to absorb energy when the device isat rest or during deceleration or coasting of the device and to releaseits stored energy to the device when desired during periods ofacceleration thereof.

11. In a power reclaimer for a vehicle having a drive system and a motorconnected thereto for applying torque thereto to propel said vehicle, athrottle control for said motor, a flywheel, means including a planetarygear train having at least one of its gears connected to said dri esystem and at least another of its gears connected to said flywheel, andcontrol means operable upon closing of the said throttle control fordrivingly connecting said flywheel to said drive system to acceleratesaid flywheel and thereby absorb and store kinetic energy from saidvehicle during deceleration thereof and operable uponopening the saidthrottle control during acceleration of said vehicle for releasing tosaid drive system the energy stored in said flywheel, said control meansbeing further operable to prevent said flywheel from absorbing kineticenergy when said throttle control is open during acceleration of saidvehicle.

12. A power reclaimer comprising a flywheel mounted for rotation about arotatable shaft, step up gearing and clutching means connecting saidflywheel and said shaft} to eilect an accelerated rotation of saidflywheel to absorb and store energy from said shaft when excess energyis delivered to said shaft and, when said drive shaft is decelerated,said gearing and clutching means cooperating with said flywheel todeliver the absorbed and stored energy to said shaft,

when acceleration thereof is desired, said gearing and clutching meanscooperating with said flywheel and shaft to prevent said flywheel fromabsorbing kinetic energy when said shaft is being accelerated.

13. A power reclaimer as claimed in claim 12 and further characterizedin that said drive shaft deceleration thereof.

15. In an automotivevehicle having a rotatable driving shait and athrottle control, a power reclaimer for conserving energy comprising aflywheel mounted for rotation about said shaft, a planetary gear trainconnecting said flywheel and shaft, first brake means for retarding saidflywheel against rotation, second brake means operatively associatedwith said planetary gear train, a liquid pump operatively associatedwith said planetary gear train and responsive to braking action of saidsecond brake means, each of said brake means being adapted to beactuated by liquid under pressure from said pump, control meansresponsive to movements of said throttle control for controlling theliquid pressure from said pump to each of said brake means, said controlmeans being responsive to closing of said throttle to pressure actuatesaid second brake means while releasing said first brake means andoperative to subsequent opening of said throttle to release said secondbrake means while pressure actuating said first brake means, wherebysaid flywheel will absorb and store kinetic energy when said vehicle isbeing decelerated and will deliver energy to said shaft when saidvehicle is subsequently accelerated or restarted from a stoppedposition.

16. In an automotive vehicle having a rotatable driving shaft and athrottle control, a power reclaimer for conserving energy comprising aflywheel mounted for rotation about said shaft, a planetary gear trainincluding a set of planet gears connected for operable rotationv to saiddriving shait, a sun gear connected to said flywheel, and a rotatablering gear, first brake means responsive to liquid under pressure forretarding said flywheel against rotation, second brake means responsiveto liquid under pressure for retarding rotation of said ring gear, areversible liquid pump rotatable with said ring gear for actuating saidbrake means, and a liquid control means responsive to said throttlecontrol for actuating and releasing each of said brake means asnecessary whereby said flywheel will absorb kinetic energy from saidshalt during the deceleration of said vehicle resulting from closingsaid throttle and said flywheel will deliver said kinetic energy back tosaid shait during the acceleration of said vehicle resulting fromreopening said throttle, said liquid control means being operative topressure actuate said first brake means and release said second brakemeans when said flywheel has insuificient kinetic energy available todrive said shaft, whereby the flywheel will not absorb kinetic energyfrom the vehicle under starting or accelerating conditions.

ALBERT O. ROBERTS.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 2,118,590 Chilton Mar. 24, 19382,196,064 Erban Apr. 2, 1940 2,387,398 Hruska et a1 Oct. 23, 19452,443,770 Kasschau June 22, 1948 FOREIGN PATENTS Number Country Date559,873 Great Britain Mar. 8, 1944

